Automatic travelling journal box oiler



Aug. 31, 1965 D. 0.. BRYANT 3,

AUTOMATIC TRAVELLING JOURNAL BOX OILER Filed Sept. 27, 1962 s Sheets-Sheet 1 IN V EN TOR.

flazzaZaY D. Egan 7 BY A TTOR/VE Y5 Aug. 31, 1965 D. D. BRYANT 3,203,504

v AUTOMATIC TRAVELLING JOURNAL BOX OILER Filed Sept. 2'7, 1962 5 Sheets-Sheet 2 R. DazmZaZ fl Bryan? A TTOKNEYS Aug. 31, 1965 D. D. BRYANT AUTOMATIC TRAVELLING JOURNAL BOX OILER Filed Sept. 2'7, 1962 5 Sheets-Sheet 5 F g/Z i i i INVENTOR. Dam fi. Bryan? BY 0 A T TORNEYS Aug. 31, 1965 D. D.BRYANT AUTOMATIC TRAVELLING JOURNAL BOX OILER 5 Sheets-Sheet 4 Filed Sept. 27, 1962 INVENTOR.

ATTORNEYS Aug. 31, 1965 D. D.BRYANT AUTOMATIC TRAVELLING JOURNAL BOX OILER Filed Sept. 27, 1962 5 Sheets-Sheet 5 wzaim q) Em: m E Z :12

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.596 #63 n cum I o m m: aiaa mwhwQQm N0 INVENTOR VL B ATTORNEY:

United States Patent 0 3,203,504 AUTOMATIQ TRAVELLING JGURNAL EGX OILER Donald D. Bryant, 1301 Highiield Drive, Douglas Manor Park, Clearwater, Fla. Filed Sept. 27, 1962, Ser. No. 229,255 11 Claims. (Cl. 184-4) This invention is a novel automatic travelling journal box oiler, particularly adapted for use in oiling the journal boxes of freight cars or the like as the same are on the hump or in a railroad freight yard or the like, so as to inject oil into the journal boxes of the freight or other cars to be oiled as they roll through the hump or in the yards.

The principal objects of the invention are to provide means to travel a journal box lubricator at the same speed as a moving freight car; trip means to activate a journal box lubricator by the motion of the moving car; travelling means to contact a part of the moving car; means to engage a roller by the wheel of the moving car; means to mount a travelling telescoping lubricating head on a carriage; means for moving the head with the moving car; means for positioning the head under :a journal box lid of the moving car; means for raising the travelling telescoping lubricant head; means to accommodate various sizes of journal boxes, varying heights from the rail and varying distances out from the rail to open the journal box lid; means to open the journal box lid a small predetermined amount so that the lid will not open fully and will close of its own pressure; means to project an oiling probe through the cover jaws which open the journal box lid; means to cover and protect the oiling probe, and open and close the same; means to inject lubricating oil from the oiling probe into the journal box; means for tripping a valve in the oiling probe fluid line; means to lift the oiling probe cover plates with the telescoping head section; means to trip the head valve by lid and box pressure to spray lubricant into the journal box on both sides of the journal so as not to splash back out of the box; means to cut off the flow of oil sharply at the end of the lubricating stroke to prevent oil dribble; means to retard the roller away from the moving car wheel; means to return the roller, carriage and head to normal starting position ready for the next approaching journal box; means to keep the head in the center of the journal box; means to keep the roller engaged with the wheel in case the wheel reverses; means to withdraw the lubricating probe from under the box lid; means to close the lid opening jaws over the head probe; means to lower the telescoping head to down position; means to retard the head away from the jourrial box on a moving car; means to position the roller (by the rail) in front of a moving car wheel; means to hold the roller in position in front of a moving car wheel; means to lower the roller to out or inactive position in case the car reverses; means to lock the unit in out-ofservice position (non-operating); means to move the roller away from its position at the rail and away from the moving car wheel at the end of the travel stroke (safety measure); means to load a cylinder with a predetermined amount of lubricant; means to force the lubricant from a lubricant cylinder into the journal box when the head line-valve is tripped by the shifting of the cover plates, journal box lid pressure, and the rise of the head probe; means to connect a travelling shaft from the travelling carriage on the outside of the rail to the travelling roller outside the rail; means to confine the lubricant when not used (as when a sealed roller bearing box is passing in train line); or for any other failure to trip the head valve.

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Other objects of the invention are to provide means to automatically lock-off the lubricant supply line when the cylinder is full and injecting oil into the box (to provide limited amount of oil); means to lock a predetermined amount of lubricant into the lubricant cylinder (check valve); means to support the dolly and wheel contact roller; means to shield the carriage support track against dirt and dust; means to fasten the carriage runway base to a rail section; means to position and support the travelling carriage horizontally and vertically; means to cushion the carriage, head and roller against return shock (impact); means to cushion the impact when a car wheel strikes the roller; means to retard the roller from the rail, so that reversing wheels will lower the roller below the top of the rail; means to reload the lubricant cylinder while the carriage and head are being returned to starting position; means to guide the head and box opening means, so as to open a box lid and admit the oiling probe; means to lock the box opening jaws over the oiling probe when the head is re tracted. Also means to prevent the lid opening jaws from entering the box opening or entering fully under a box lid (to keep it from hanging up); means to support, activate and control the shaft connecting the carriage and roller; and means to turn a roll freely against the wheel of a moving car.

A still further object of the invention is to provide means to operate trips, switches, relays and valves by the motion of the moving car so as to operate the cylinders and control the movements of the roller, carriage, head, travel, lubricating injector, box opening means, and to return of travelling parts to starting position; also means to de-activate the lubricator in case of power failure; means to control (automatic and manual) or to de-activate the oiler to allow a locomative to pass; means to de-activate the oiler above a predetermined train speed; means to automatically charge the fluid reservoir; means to maintain and regulate the accumulator pressure pumped by the motion of the passing freight cars or other pressure medium; means to regulate and control the fluid from the reservoir to the carriage return cylinder; means to travel the power supply and lubrication supply lines with the moving car, carriage and head; means to cover the moving parts and travelling carriage so as to keep them free from sand, dirt and moisture; means to heat the lubricant in the travelling oiler; means to pressure-fill the lubricant reservoir instantly; means to prevent freezing of unit parts; means to retract a lubrication head down from the lid and then away from the rail so as to clear all projections on locomotives and cars and other moving trafiic.

Further objects of the invention are to provide an automatic travelling journal box oiler having the following sequence of operation: The outside edge of tread of the wheel on a moving car engages a roller which is free to revolve around its own axis. The roller is mounted on a shaft which pivots and is held upright by a spring and air cylinder which provide enough resistance to overcome the inertia of the moving lubrica-tor carriage at normal speeds not to exceed predetermined safe operating speeds. In the event that the speed of the moving car exceeds a safe operating speed the air pressure holding the roller arm upright is so regulated that at predetermined safe operating speeds it will hold the roller in an upright position against the wheel with sufficient rigidity to travel the carriage oiling head and other component parts through its operating cycle both forward and reverse, within the following sequence. At speeds above a predeter-mined safe speed the oiling head and roller will be deactivated allowing the carriage to return to its starting position.

I will explain the invention with reference to the ac companying drawings, which illustrate one practical embodiment thereof, to enable others familiar with the art to adopt and use the same; and will summarize in the claims the novel features of construction and novel combinations of parts, for which protection is desired.

In said drawings:

FIG. 1 is a diagrammatic top plan view of the automatic oiler of the present invention;

FIG. 2 is an enlarged fragmentary vertical section substantially on line 22 of FIG. 1;

FIG. 3 is a fragementary vertical sectional view substantially on line 33 of FIG. 2;

FIG. 4 is a fragmentary vertical sectional view substantially on line 4-4 of FIG. 3;

FIG. 5 is a fragmentary vertical sectional view substantially on line 55 of FIG. 4;

FIG. 6 is a fragmentary vertical sectional view through the oil injecting nozzle, the nozzle being shown in intermediate positions;

FIG. 7 is an enlarged horizontal sectional view substantially on line 7-7 of FIG. 6;

FIG. 8 is a fragmentary front elevational view looking in the direction of the arrows 88 in FIG. 6;

FIG. 9 is a vertical sectional view similar to FIG. 6 but showing the oil injection nozzle extended to the full operating position;

FIG. 10 is an enlarged detail;

FIG. 11 is a diagrammatic view of the air timing and flow circuit of the automatic journal box oiler.

As the railroad car truck to be lubricated is provided with journal boxes on both sides thereof, FIG. 1 shows the arrangement of both sides of a railway track, it being understood that the automatic travelling journal box oilers at both sides of the track are substantially identical and therefore the arrangement at one side only will be described, it being understood that the arrangement at the other side will be identical with the mechanism at one side.

As shown in FIG. 1, the railroad bed includes rails R connected together by ties T, the freight or other car travelling on the rails RR in the yards or on the hump, same being pushed by a locomotive on the rails. My novel automatic travelling journal box oilers are disposed at both sides of the rails RR so that the journal boxes on both sides of the freight car or the like may be Inbricated as the car moves on the rails, the car wheels being indicated by the reference character W.

At each side of the rails RR are secured ways 1-2 in spaced parallel relation with respect to the rails RR by members 3 upon each of which ways 1-2 is mounted a reciprocal carriage 4 whereby the carriage 4 is reciprocably mounted to slide and to be movable by and with the related wheel W of the railroad car or truck as the car moves on the rails RR. The ways 1-2 may be of any desired type, including but not limited to ball bearing bushings, the particular form of the ways 1-2 and the mounting of the carriage thereon forming no part of my present invention.

The outside edge of the tread of the wheel W engages a roller 7 which is free to revolve around its own axis, said roller 7 being mounted on a shaft 5 which pivots, and is held upright by a spring 12 (FIG. 5) and by an air cylinder 11 to provide enough resistance to overcome the inertia of the moving lubricator carried at safe operating speeds.

On the top of the carriage 4 is a horizontally disposed shaft 5 which is journaled in suitable bearings 5a and which extends substantially horizontally towards the adjacent rail R, shaft 5 being provided with an arm 6 carrying at its outer or upper end the roller 7, whose upper periphery lies slightly above the top of the adjacent rail R (FIG. 4) and to the outer side thereof, said roller 7 being adapted to be contacted by the outer part of the adjacent wheel tread W of the freight or other car moving along the track so as to move the carriage 4 parallel with the said track rail R. On the shaft 5 (FIG. 5) is an arm 9 the outer end of which engages a piston rod 10 slidable at the top of carriage 4 in a guide 10a which enters a pneumatic cylinder 11 containing the coil spring 12 (FIG. 5), interposed between piston 10b (FIG. 5) on the end of rod 16 within cylinder 11 and the opposite end of the cylinder 11. Cylinder 11 and coil spring 12 acting against arm 9 through piston rod 10 hold the roller 7 from pivoting on shaft 5 against the direction of car travel during the oiling cycle. Coil spring 40 is attached at one end to shaft 5 and the other end is attached to the rear bearing support for shaft 5 and allows the roller 7 to pivot in the direction opposite to that of the normal oiling cycle andspring 40 returns the roller 7 to an upright position after the wheel W has gone by. The purpose of this is to allow trains to back up through the oiling machine without either operating the machine or damaging it.

The spring 12 and the air pressure within cylinder 11, introduced as hereinafter described, maintain the shaft 5 and its arm 9 in such position as to normally maintain the roller 7 elevated beside the rail R into position to be engaged by the wheel tread W as it moves along the rail R in one direction. However, when the wheel W rolls by or engages the roller 7 when the wheel W is passing in the opposite direction, the shaft 5 will be rotated so as to depress the roller 7 below the periphery of the wheel W. After the wheel W has passed the roller 7 the spring 40 acting upon the shaft 5 returns the roller 7 to an upright position, thus permitting the wheel W to pass the roller 7 in the opposite direction without actuating the mechanism. By the above arrangement the roller 7 is held elevated by the spring 12 and air cylinder 11 which together provide enough resistance to overcome the inertia of the moving carriage 4 at normal speeds not to exceed safe operating speeds.

On the outside of each wheel W is a journal box I having a lid J and receiving the axle W2 of the wheel W. The purpose of my automatic oiler is to automatically open the lid I of each journal box I as the wheel W rolls down or along the track to inject therein a measured amount of lubricant.

Mounted upon the carriage 4 in brackets 13 (FIG. 4) is a cylinder 14 adapted to be pivoted on pivots 13a transversely of the rail R, said cylinder 14 as shown in FIGS. 6 and 9 being closed at the bottom and open at the top, and having at its lower end a compressed air inlet 15 (FIGS. 6 and 9) whereby air or the like under'pressure may be inserted into the lower end of the cylinder 14 for the purpose hereinafter described.

Extending downwardly from the upper end of cylinder 14 is a rod 16 having on its inner end a piston 18 engaging the inner walls of the cylinder 14 whereby as air under pressure is introduced into the lower end of the cylinder 14 the piston 18 will be raised, or lowered by the action of the air on the piston head 18 through orifice 15A.

On the upper end of rod 16 is a tubular member 17 forming a continuation thereof, its upper end terminating in a nozzle 17a adapted when the rod and piston 16, 17 are projected upwardly in the position shown in FIG. 9 to forcibly slightly open the journal box lid J of the journal box I to inject lubricating oil under pressure into the journal box I the nozzle 17a being provided with openings 17!) therein through which the lubricating oil forced upwardly through the tube 17 may enter the open journal box I. As shown in FIGS. 6 and 9, lubricating oil under pressure is admitted into the lower end of the tube 14A through an inlet 20 and collects around the tube 17 within the tube 14A when tube 17 is in lowered position as shown in FIG. 6. However, when the tube is in raised or extended position as shown in FIG. 9, additional oil passes from the interior of tube 14A through ports 21 in the tube 17 into the interior of tube 17 maintaining the same full of lubricating oil under pressure.

In the upper or outer end of the tube 17 is a valve seat 21' for a rotary valve 22 which when the tube 17 is lowered within the tube 14A is normally closed, as shown in FIG. 6, to prevent oil within the tube 17 from being forced upwardly past the valve 22; and when the tube 17 is raised with respect to tube 14A as shown in FIG. 9, the oil within tube 17 may be forced under pressure through the opening in rotary valve 22 into the upper end of the tube 17 and outwardly through the orifices 17b in the upper end of the tube 17 and into the open journal box J.

As shown in FIGS. 6 and 9 the valve 22 is operated by a lever 23 for controlling the rotation thereof and a spring 44 (FIG. 8), the spring 44 being a safety measure in case the limit stop should become damaged and would keep the valve 22 closed as in normal position, said lever 23 being adapted to be engaged by an upper limit stop 24 and the lower stop 25, said lever 23 being engaged with the lower stop 25 when the tube 17 is lowered within tube 14A, however, when the tube 17 is projected upwardly with respect to the tube 14A the lever 23 will engage the upper limit stop 24, as shown in FIG. 9, and thereby open the valve 22 to permit the oil within the tube 17 to be forced under pressure out of the orifices 17b in the upper end of the tube 17. As shown, the outer end 17a of the tube 17 is flattened.

On the upper end of tube 17 at the side adjacent the journal box I is a fixed plate 27 which is carried by an arm 28, and slidable on tube 17 on the opposite side of the upper end of the tube 17 is a second plate 29 which is pivoted as at 30 on the arm 28 of the plate 27, the plate 29 having a depending portion 31 which extends downwardly substantially parallel with the tube 17 and is yieldably urged away from the tube 17 by a spring 33 which is interposed between the sliding portion of the guide 14B and the lower end of the extension 31 whereby when the tube 17 is lowered with respect to the cylinder 14A as shown in FIG. 6 the upper end of the plates 27 and 29 will substantially contact, as shown in FIG. 6, to protect the upper end of the tube 17. However, when the tube 17 is extended or projected with respect to the cylinder tube 14A, as shown in FIG. 9, the tube will forcibly separate the plate 29 from the plate 27 permitting the upper end of tube 17 to be projected up and above the tops of the plates 27 and 29. It is the external resistance of the closed journal box lid J coming in contact with plate 29, or the resistance of the projecting lip face of the journal box I when the lid is open coming in contact with plate 27 (or both if the lid is closed) which retards the upward movement of the plates 27 and 29 and allows the end of the tube 17 to extend above the top of the plates 27 and 29 operating rotary valve 22 to open position and allowing oil to be injected into the journal box if the box lid is either open or closed.

27a (FIG. 6) shown in section with plate 27 is a rectangular block of non-lubricated bearing material anchored in the plate 27, and extending toward the tube 17, and having a surface of the same radius as tube 17. It acts as a bearing for the tube 17 to allow tube 17 to elevate through its cycle without being damaged by plate 27 coming in contact with the tube 17, also to provide an opening suflicient to permit the upper end of the tube 17 to pass between the upper end of the plates 27 and 29 into the position shown in FIG. 9; but when the tube 17 is lowered with respect to tube 14A, the plates 27 and 29 will again contact at their upper ends to close and protect the upper end of the tube 17. FIG. 6 shows the parts in their normal inoperative position, while FIG. 9 shows the parts in position for ejecting lubricating oil through the orifices 17b in the upper end of the tube 17 and into the journal box I.

Normally the tubes 14A and 17 (FIG. 2) are held out of the path of the journal box I by means of a piston 43 (FIG. 2) which positions the cylinder 14 angularly with respect to the fixed part of the carriage 4, and an actuating cylinder 41 is mounted in brackets 42 on the carriage 4 and has the piston 43 connected with the cylinder 14 in such manner that when the piston 43 is actuated to swing the cylinder 14 on its pivots 13a (FIG. 2) into position to bring the upper end of the plates 27, 29 into contact with the outer face of the journal box J, as shown in dotted lines in FIG. 2, the tube 17 when actuated through plates 27 and 29 may open the lid I of the journal box I and deposit lubricating oil into the partly open journal box I but when the cylinder 41 is deactivated the piston 43 will return the tubes 14,, 14A, 17 to their inoperative position shown in FIGS. 2, 4 and 6. The specific means for actuating the various parts of the device may be either pneumatic, hydraulic, electric or mechanical.

Flexible hose is used to connect the stationary elements of the oiler with the elements traveled by and carried on carriage 4, the hose being so connected as to allow full swing and travel operation during a complete oiling cycle and its return.

Referring to FIG. 11, the medium from transducer 131 or other air supply feeds through line 187, through valve V-12 into line 166, then into accumulator cylinder 116 which in turn supplies line 12%) which in turn feeds control valves V1, V2 and V3 through lines 176, 177 and 178.

A flexible hose line 121 connects valve V-Itl with medium in line 1213, allowing valve V-10 to be carried on and travel with carriage 4. Valve V-ltl is held in open position by hinge-cam 1013 which is connected to cylinder 117 which is pressurized by line 122. Cylinder 117 is mounted in a fixed position on the frame. A flexible hose line 123 carries medium from valve V-10 to the control valve V-3, shifting control valve V-3 and allowing medium to energize cylinder 11 through flexible hose line 124 which stabilizes roller 7 at the rail, and at the same time pressurizing line 125 which feeds valve V9. Control valves V-1, V2, V-3 are commercial 4-way master air valves manufactured by the Hanna Manufacturing Company under the trademark Hanna Flo-Line. Valves V-9 and V-llil are commercial lever-trip valves of standard make; and valve V-12 is a commercial spring-loaded shut-01f valve of standard make.

As the car wheel contacts roller 7 it travels carriage 4 forwardly, thus moving valve V-ltl away from its contact with hinge cam 100 and allowing valve V-lt) to close. The traveling carriage then trips valve V9, allowing medium to enter line 126 and shift control valve V-2 which in turn pressurizes flexible hose line 127. This energizes cylinder 41 which moves the oiling head to a contact position against the journal box, and later mechanically trips valve V7 which is similar to valve V-9 and receives main line pressure through flexible hose 128. Medium then in turn flows through flexible hose 129, through putter valve 130 and shifts control valve V-1, allowing medium to enter flexible hose line 131, then pass through flow control 132 to the bottom of oiling head cylinder 14. This moves the oiling head upwardly under the journal box lid. At the same time (or later) medium from line 131 feeds into line 133, then through flow control 134 and shifts valve V-4 which feeds from line 124) through line 128. This in turn pressurizes line 135 which energizes air cylinder 114 which is mechanically connected to oil cylinder 115 by piston rod R. This forces oil to flow from oil cylinder 115 through oil line 136 into line 137 then through valve V-5 to oil line 138 and then in turn through tube 17 and through rotary valve V-22 and out into the journal box J. Valve V-5 is a so-called commercial spring return take-down line valve manufactured by Fesco Division under the trademark Series 61 purchaseable in open market.

Carriage 4 then travels to valve V-8 which feeds from main air line 120 through line 139, tripping valve V-8 similar to valve V-9, valve V-S pressurizing line 140 and line 141 and in turn reversing control valve V-1. This A7 in turn pressurizes flexible hose line 142 and feeds medium through the two-way restrict flow valves to the flexible hose line 143, which reverses two-way valve V from its normal operating position. This allows oil which may be confined in the oiling head to return through flexible oil line hose 144, then through the reversed valve VS into oil line 145, then in turn through oil line 146 from which it flows into the oil supply line behind check valve 147. The spring-return on valve V-5 returns it to its normal operating position when the reversing pressure is released.

When valve V1 is reversed, pressure medium is released on valve V4 (which is similar to valve VS) allowing its return-spring pressure to reverse same. This pressurizes line 148 and reverses air cylinder 114, which by piston rod R reverses oil cylinder 115 and automatically recharges it with oil through its supply line 149.

As control valve V1 is reversed it allows pressure through flexible line 143 to enter the center of the oiling head cylinder at 15A, this telescopes the oiling head downward and mechanically trips valve V6 which is similar to valves V8 and V-7, and which feeds from line 128 through line 150. This pressurizes line 151 with additional pressure to that which is bleeding off through the by-pass hole 152 and reverses control valve V2, this in turn pressurizes flexible hose line 153, and reverses air cylinder 41 which moves the oiling head out from the journal box and rail. At the same time pressure medium from line 153 feeds into line 154, through puffer valve 155 and reverses control valve V3. This bleeds ofi medium from cylinder 111 through line 124 and releases the pressure medium which maintains and stabilizes roller 7 in its upright position by the rail.

In turn, as control valve V3 is reversed pressure feeds through line 156 to shuttle valve 157, this provides additional pressure through line 158 to hold oil valve V5 in its temporary reversed position, and at the same time feeding high-pressure medium through line 159 to cylinder 50 in addition to its low-pressure medium received and maintained by air control valve 160 through line 161. This in turn reverses cylinder 50 and carriage 4, lowering roller 7 below the wheel tread which trips valve VS which is similar to valves V6, V7 and V8 and which feeds from line 120 through line 162. This energizes line 163 and acts as a safety feature to reverse valve V-1 and lower the oiling head down and away from the journal box and rail if, for any reason, roller 7 is lowered below the wheel tread during an unfinished oiling cycle.

As cylinder 50 returns carriage 4 to its stop position, cushion block 164 protects it from shock and recoil, and it is relieved of its high pressure medium by relief regulator 165. Hinge-cam 109 then contacts the returned valve V- and trips same, this pressurizes line 123 which reverses control valve V3 and in turn energizes cylinder 11 and stabilizes roller 7 in its upright position at the rail ready for the next oiling cycle.

Valve V12 in supply line 166 in a spring-loaded shut-off valve which closes if main air supply pressure drops or pressure fails, this holds the contained pressure in accumulator cylinder 116 with the aid of check valve 167. The accumulator pressure in addition to spring' 168 has sufiicient pressure and force to return carriage 4 to its starting position in case of supply failure.

Cylinder 117 which is pressurized by line 169 through valve V-11 and line 122, holds hinge-cam 100 in contact with valve V10, and is deactivated by pressure drop or failure. This allows hinge-cam 100 to release its pressure on valve V10 causing valve V10 to close. The oiler will remain inoperative until the line 166 pressure medium is restored and maintained. Valve V11 is a so-called commercial hand-lever directional control valve of standard make.

Should valve V8 become inoperative for any reason, and the carriage 4 travel on to valve V13 (similar to valves V8 and V9) and trips same, valve V13 which is connected to the main air supply by line 170 then pressurizes line 171 and feeds through check valve 172 and through line 140, then in turn reverses control valve V1' which lowers the oiling head down and away from the journal box and rail, and at the same time pressurizing line 173 which reverses valve V-11. This pressurizes line 174 and line 175 which in turn reverses air cylinder 117. This lifts hinge-cam away from its contact with valve V-10 allowing valve V-10 to close, and at the same time warning signals are activated to alert through pressure medium from line 174. The oiler will now remain inoperative until the trouble is corrected and valve V-11 is manually restored to its normal operating position.

A four-way solenoid valve 101 is disposed between control valve V3 and air cylinder 11, allowing cylinder 11 to be deactivated and controlled by olf-and-on buttons 181 and 182 located on both sides of the track in the inspection station. Valve 101 is a high flow solenoid valve of commercial make manufactured by Skinner Electric Valve Co. and disclosed in Catalogue VC-62.

The commercial wheel-timing pressure-building transducer 181 located at the rail is operated by the car Wheels operating its plunger valves which builds up pressure in its reservoir. safe operating speed of the oiler cycle, pressure medium is transduced to cut-off valve VX, which is disposed between control valve V3 and cylinder 11, through lines 182 and 183. Valve VX is a spring-loaded shut-off valve of commercial make purchaseable in open market. This will close valve VX, deactivate and bleed pressure from cylinder 111 and drop roller 7 below the car wheel tread. When the cars slow down to a safe operating speed, valve VX will open to its normal position, energize cylinder' 11 and stabilize roller 7 in its upright position at the rail ready for the next oiling cycle.

Air from booster pump 185 may be used to supply pressure medium through lines 186, 182, 183 and 184 to close valve V-X and valve VXZ which is similar to valve VX and which will drain pressure medium from cylinder 11, allow roller 7 to be lowered, and shutoff the oil supply from the main oil tank in order to allow locomotives to pass.

Cut-off valve VX2 is interposed in the oil supply line 149 between check valve 147 and oil line 136 and is pressurized through line 184 from transducer air line 182. This valve is pressurized to close and open at the same time and by the same means as cut-off valve VX to prevent oil drip and dribble when the car speed exceeds the safe oiling-cycle operation of the oiler.

Flow control 132 allows regulation of head rise speed. Flow control 134 allows timing of cylinder 114 operation. Puffer valves and supply a sharp burst of air to help shift control valves Vl and V3 instantly. Two-way restrict flow valves maintain pressure longer in line 143 to hold oil valve VS longer in reverse position, and regulates the telescoping speeds of the oiling head. Check valve 172 prevents medium pressure from entering lines 171 and 173 when valve V8 is tripped. Check valve 179 prevents oil from line 136 flooding the return oil line 144. Check valve prevents condensation and back-pressure from forming behind the piston head in oil cylinder 115, as it acts as a relief valve.

In operation The outer edge of the tread of the wheel W on the moving freight car or the like engages the roller 7 which is free to revolve around its own axis, roller 7 being mounted on a shaft 5 which pivots and is held upright by the springs 12, 40 and air cylinder 11 which provides enough resistance to overcome the inertia of the moving lubricating carriage 4 at normal speeds.

The sequence of operations is programmed by the movement of the carriage 4 and the succeeding movements of each moving part in sequence. As shown in When the speed of the cars exceeds the FIG. ll, V-3 normally controls the air supply to cylinder 11 which in turn holds drive roller 7 in upright position with sufficient rigidity to move carriage 4 through its cycling program; the air having passed through V-3 is ready to pressurize cam valve V-9. The carriage moves along motivated by the car wheel alone, tripping cam valve V-9 which in turn shifts valve V-2, allowing the pressure medium to go into cylinder 41 and position the oiling head against the journal box face center under the lid. After the oiling head is positioned, cam valve V-7 is mechanically tripped which allows pressure medium to energize valve V-l which pressurizes the bottom of the snorkel cylinder raising the oiling head. if the box lid is open, plate 27 will be stopped by the projecting lip on the the journal box I. The snorkel tube 17 continues upward forcing plates 27 and 29 apart, tripping rotary valve 22 and opening its port, allowing oil to be injected into the open box if the lid is raised. If the box lid is closed the plate 27 will contact the projecting box lip and plate 29 will contact the closed box lid stopping the rise of the plates; tube 17 continuing upward will force plates 27 and 29 apart, open the box lid, trip rotary valve 22 to open port position allowing oil to be injected into the box under the lid, as in FIG. 9.

As the snorkel is energized by V-l, it also activates at the same time (or later) valve V-4 which pressurizes cylinder 114 which is mechanically coupled to oil cylinder "5, causing oil to be injected from cylinder 115 through valve V-S (which normally is in operating position) into the telescoped oiling head tube 17 which in its extended position, if plates have been stopped, has tripped rotary valve 22 to open its port, allowing oil to be injected into the friction bearing box.

in case of plate 27 or plates 27 and 29 on the telescoping oiling head not being stopped, due to the passing of a roller bearing journal box or other reasons, rotary valve 22 will not be tripped. The accumulated oil will be confined in the oiling head until the carriage in its travel reaches vplve V-8, tripping same and activating 1-1 which reverses the oiling head rise, and also activating valve V-S to reverse position from normal, allowing the confined oil to pass out of the oiling head and back into the supply line behind the supply line check valve. When reverse pressure is released from valve V-S, its spring pressure will return it to it normal operating position in conjunction with the flow of free oil from cylinder 115 to snorkel when air cylinder 114 is pressurized, during the next oiling cycle.

When valve V-l is reversed, pressure medium is released on valve V-4 allowing its spring pressure to reverse same, allowing pressure medium to reverse air cylinder 114, which by piston rod R reverses oil cylinder 115, automatically recharging it (by supply source pressure) with the correct measure of oil for the succeeding cycle, the correct measure of oil being regulated by the capacity of the oil cylinder 115 being preset by the stroke adjusting sleeve nut 200 (FIG. 11) on piston rod R of air cyinder 114.

As the oiling head is telescoped downward by the reverse action of valve V-l, valve V-6 is tripped. Valve V-6 works in conjunction with'valve V4 to maintain pressure on valve V-l and valve V-2, and as the pressure medium through valve V-6 is shut oif when the snorkel is up, the pressure in this line is lowered by bleeding off through the $4 by-pass hole H in the check-valve at the end of this line. In this way it allows the greater pressure in valve V-9 to override the line pressure between the open valve V-8 and the closed valve V-6 (when the snorkel is up).

When valve V-6 is being tripped, it in turn reverses valve V-2, which in turn reverses cylinder 41 and moves the oiling head out from the rail and joumsl box; also reverses valve V-3 which bleeds pressure from cylinder 11 and lowers roller 7 below the tread of the moving car wheel; also activates cylinder 50 with high pressure medium in addition to its normal low back-pressure, so as to return carriage 4 to the starting position at greater speed. At the starting point the carriage activates valve V-l0 by hinge-cam contact with cylinder 117 which in turn energizes valve V4 to work position, and normally pressurizes cylinder 11 which raises roller 7 to wheel tread contact position and stabilizes roller 7 in this upright position in readiness for the next journal box oiling cycle and succeeding sequences, as explained in the foregoing explanation. I

Low back-pressure is maintained on cylinder 50 of sufficient force to stabilize the carriage movement and to have sufiicient force to keep carriage roller 7 in contact with the wheel tread in case the ear wheel would stop or reverse its movement or direction in the unfinished traveling cycle. Should the reversing wheel pass the carriage start position the machine would be deactivated. Should more reversing wheels pass, roller 7 would be depressed by the wheel in reverse direction of train travel and then be returned to its normal upright position by spring 40.

The accumulator 116, as shown, is spring loaded to sufiicient force and tension so as to contain sufiicient activating medium to return the carriage 4 to its (start) operating position. The valve V-12 being a pressure loaded valve will cut off air supply in case of supply failure or pressure drop, but will allow the supply pressure in the accumulator to remain. The hinge-cam activated by cylinder 117 and held in working position by said cylinder is deactivated by any supply medium failure, and oiler workcycle can not again start due to valve V-l0 not being able to trip, and will remain inoperative until sufiicient supply pressure is again maintained.

As another safety feature in case of valve failure which would allow over-travel of the cycle travel-limit by the carriage, valve V-13 is provided and mounted on the extreme end of the stationary portion of the frame which is at the extreme end of cycle travel in case of valve V-8 becoming inoperative and carriage moving on to valve V-13 to trip same. Cam valve V--l3 will then reverse valve V-l to telescope the oiling head down and away from the journal box and rail, and will also activate valve V-ll, reversing air to control cylinder 111 allowing hinged-cam 100 to release and move away from the contact of V-10 closing off the pressure medium from the main air supply. Valve V-ll is a combination pilot and manual reset valve. The machine will then remain inoperative until trouble is rectified, the valve being moved to Signal Alert position and the valve must be manually reset to shut off alarm signals.

A preset spring-loaded cut-oif valve V-X is set in the pressure line between valve V4 and cylinder 11. This valve is operated by a commercial wheel-speed-timing pressure building transducer 181 located at the track rail. The transducer is comprised of a series of spaced pumpingplungers connected to a common reservoir. An orifice is provided to bleed the pressure from the reservoir when the plungers are activated by the ear wheels at a normal selected speed. When pressure is raised by the faster pumping action of the plunger (greater ear wheel speed) the greater pressure opens a spring-loaded valve and allows this excess pressure to close valve V-)( and deactivate cylinder 11. When the plunger action resumes its normal pumping (car wheel speed) slows down, the excess pressure bleeds oif and the oiler resumes its normal oiling cycle. When the speed of the car wheels exceed the safe travel operation cycle of the oiler, pressure is built-up in the transducer-air-rescrvoir which closes valve V-X and shuts off pressure medium from valve V-3, at the same time bleeding pressure medium from cylinder 11 so that roller 7 will drop away from the tread of the car wheel,

and cylinder 50 will return carriage 4 to starting position. When the car wheels slow down to safe operating speed, the pressure will be reduced on the wheel-timing valve at the rail which will remove the pressure from valve V-X causing valve V-X to return to its normal open operating position, activating cylinder 11, raising roller 7 to a stabilized upright position to contact the next car wheel tread, and resuming the normal journal box oiling cycle operation. Transducer 181 is provided with a bleeder relief valve 250 of well-known commercial make and which is set at a predetrmined transducer reservoir pressure and maintains this fixed pressure in the transducer unless pressure is raised by faster train speeds in which case valve V-X then deactivates the oiler by closing line 124 to cylinder 11 and bleeding the cylinder 11, the pop-on relief valve of bleeder 250 being set for reservoir safety factor.

Cut-oti valve V-X is also remote controlled in the hump inspection station where pressure medium from an air booster pump may be manually operated to cut-oil V-X, bleed cylinder 11, drop roller 7 and allow locomotives to pass the deactivated oiler. The booster pump pressure may also be mechanically tripped by the passing locomotive to operate valve V-X.

Journal box oiling is programmed during hump inspection operations. The automatic oiler must be placed at or near the hump inspection station so the machine can be controlled by the service inspectors whose stations are positioned on either side of the moving cars or train, should a damaged car with projecting step, or twisted lid or other defects be seen approaching which could damage the machine or oiling head the oiler could be deactivated by the inspectors. A four-way electric solenoid valve 101 is disposed between valve V-3 and cylinder ll so as to shut-oil pressure and bleed medium from cylinder 77, and drop roller 7 from the tread of the car wheel. Off and On control buttons are mounted on panels on each side of the moving train or cars inspection stations, so that either operator may deactivate the oiler when desired.

1 do not limit my invention to the exact form shown in the drawings, or to the pressure medium used herein, for obviously changes may be made therein within the socpe of the claims.

I claim:

1. An automatic travelling journal box oiler adapted to be disposed-at the side of a railroad track upon which railway cars are rolling having journal boxes provided with box lids comprising, a frame; a carriage mounted on said frame to travel parallel with said track; a first cylinder pivotally mounted on said carriage; an extensible member within said cylinder adapted when extended to raise a lid; a second piston and cylinder arrangement mounted on said carriage engaging the first cylinder for pivoting the same, said second piston and cylinder normally maintaining said extensible member retracted out of the path of the journal box; a roller carried by said carriage adapted to be engaged successively by the wheels of the railway car and to move the carriage by and with said engaging wheel; means whereby when the carriage has been moved a certain distance by the engaging wheel the first cylinder will be shifted by the second piston and cylinder arrangement to bring the extensible member into contact with the related journal box of said engaging wheel and to extend the extensible member to partially open the journal box lid and to inject a controlled amount of lubricant through the extensible member into said partly opened journal box; and means whereby upon further movement of the carriage the extensible member with its cylinder will be retracted by the second piston and cylinder arangement away from the journal box, and the carriage will be returned to a normal position to await activation by the next engaging wheel of said car.

2. in an oiler as set forth in claim 1, a compressed air circuit and means in said circuit whereby in event 12 means on the frame adapted to activate said valve to retract the extensible member down from the journal box and out from the rail durnig such reverse travel of the railway car.

4. In an oiler as set forth in claim 1, means for maintaining the extensible member parallel with and adjacent to said open journal box regardless of variations in heights of the journal box above and outwardly from the rail and for preventing relative horizontal motion between the extensible member and journal box while oil is being injected thereinto.

5. in combination with an oiler as set forth in claim 1, means to maintain the extensiblemember in the center of the journal box face, and said injecting means comprising an oil injection nozzle above the journal box opening to lubricate the journal box when either stopped or in motion during a forward direction of the oiling cycle, and when the carriage is travelling at a constant speed with the railway car wheel.

6. In combination with an oiler as set forth in claim 1, means whereby the extensible member will be lowered down and away from the journal box in event of loss of pressure which maintains the roller in contact with the wheel.

7. in an oiler as set forth in claim 1, said first cylinder having an open upper end; said extensible member comprising a tube having a piston at its lower end slidably fitting the said cylinder, and having an orifice at its upper end; said means for extending said member including means for introducing fluid into said cylinder below said piston; and said injecting means including means for introducing lubricant into said extensible tube to be emitted from said orifice into said journal box.

8. In an oiler as set forth in claim 7, said tube having in its upper end below the orifice a valve seat; a valve cooperating with said seat; means for normally closing the valve when the tube is in lowered position, and means for opening the valve when the said tube is raised.

9. In an oiler as set forth in claim 8, a plate carried by an arm mounted on the upper end of said tube and adapted to engage the adjacent face of the journal box; a second plate pivoted on the said arm and having a depending lower portion adjacent said tube normally yieldably urged away from said tube, whereby when said tube 'is lowered the said plates will substantially contact, but

when the tube is extended the tube will forcibly separate the plates permitting the upper end of the tube to be projected above the tops of said plates; and said opening and closing means comprising an arm on said valve adapted to engage stops on the second plate.

10. An automatic travelling journal box oiler adapted to be disposed at the side of a railroad track upon which railway cars are rolling having journal boxes provided with box lids, comprising a frame; a cariage mounted on said frame to travel parallel with said track; a first cylinder pivotally mounted on said cariag an extensible member within said cylinder adapted when extended to raise a lid; a second piston and cylinder arrangement mounted on said carriage engaging the first cylinder for pivoting the same, said second piston and cylinder normally maintaining said extensible member retracted out of the path of the journal box; a roller carried by said carriage adapted to the engaged successively by the wheels the railway car should stop in the middle of an olling cycle and back up, the oiling means will follow the journal box back to the starting position.

3. in an oiler as set forth in claim 2, said last-named means including a valve in said air circuit; and cam of the railway car and to move the carriage by and with said engaging wheel; means whereby when the carriage has been moved a certain distance by the engaging wheel thefirst cylinder will be shifted by the second piston and cylinder arrangement to bring the extensible member into contact with the related journal box of said engaging wheel and to extend the extensible member to partially open the journal box lid and to inject a controlled amount of lubricant through the extensible member into said partly opened journal box; means whereby upon further movcment of the carriage the extensible member with its cylinder will be retracted by the second piston and cylinder arrangement away from the journal box and the carriage will be returned to a normal position to await activation by the next engaging wheel of said car; said first cylinder having an open upper end; said extensible member comprising a tube having a piston at its lower end slidably fitting the said cylinder, and having an orifice at its upper end; said means for extending said member including means for introducing fluid into said cylinder below the piston; and said injecting means including means for introducing lubricant into said extensible tube to be emitted from said orifice into said journal box; said tube having in its upper end below the orifice a valve seat; a valve cooperating with said seat; means for normally closing the valve when the tube is in lowered position; and means for opening the valve when the said tube is raised.

11. In an oiler as set forth in claim 10, a plate carried by an arm mounted on the upper end of said tube and adapted to engage the adjacent face of the journal box; a second plate pivoted on the said arm and having a depending lower portion adjacent said tube normally yieldably .urged away from said tube, whereby when said tube is lowered the said plates will substantially contact; but when the tube is extended the tube will forcibly separate the plates permitting the upper end of the tube to be projected above the tops of said plates; and said opening and closing means comprising an arm on said valve adapted to engage stops on the second plate.

References Cited by the Examiner UNITED STATES PATENTS 1,168,129 1/16 Van Norsdall 184-2 1,332,797 3/20 Brink 1842 X 2,686,574 8/54 Fuehrer 184-2 3,155,191 11/64 Nelson 184-2 LAVERNE D. GEIGER, Primary Examiner.

MILTON KAUFMAN, ROBERT C. RIORDON,

Examiners. 

1. AN AUTOMATIC TRAVELLING JOURNAL BOX OILER ADAPTED TO BE DISPOSED AT THE SIDE OF A RAILROAD TRACK UPON WHICH RAILWAY CARS ARE ROLLING HAVING JOURNAL BOXES PROVIDED WITH BOX LIDS COMPRISING, A FRAME; A CARRIAGE MOUNTED ON SAID FRAME TO TRAVEL PARALLEL WITH SAID TRACK; A FIRST CYLINDER PIVOTALLY MOUNTED ON SAID CARRIAGE; AN EXTENSIBLE MEMBER WITHIN SAID CYLINDER ADAPTED WHEN EXTENDED TO RAISE A LID; A SECOND PISTON AND CYLINDER ARRANGEMENT MOUNTED ON SAID CARRIAGE ENGAGING THE FIRST CYLINDER FOR PIVOTING THE SAME, SAID SECOND PISTON AND CYLINDER NORMALLY MAINTAINING SAID EXTENSIBLE MEMBER RETRACTED OUT OF THE PATH OF THE JOURNAL BOX; A ROLLER CARRIED BY SAID CARRIED ADAPTED TO BE ENGAGED SUCCESSIVELY BY THE WHEELS OF THE RAILWAY CAR AND TO MOVE THE CARRIAGE BY AND WITH SAID ENGAGING WHEEL; MEANS WHEREBY WHEN THE CARRIAGE HAS BEEN MOVED A CERTAIN DISTANCE BY THE ENGAGING WHEEL THE FIRST CYLINDER WILL BE SHIFTED BY THE SECOND PISTON AND CYLINDER ARRANGEMENT TO BRING THE EXTENSIBLE MEMBER INTO CONTACT WITH THE RELATED JOURNAL BOX OF SAID ENGAGING WHEEL AND TO EXTEND THE EXTENSIBLE MEMBER TO PARTIALLY OPEN THE JOURNAL BOX LID AND TO INJECT A CONTROLLED AMOUNT OF LUBRICANT THROUGH THE EXTENSIBLE MEMBER INTO SAID PARTLY OPENED JOURNAL BOX; AND MEANS WHEREBY UPON FURTHER MOVEMENT OF THE CARRIAGE THE EXTENSIBLE MEMBER WITH ITS CYLINDER WILL BE RETRACTED BY THE SECOND PISTON AND CYLINDER ARRANGEMENT AWAY FROM THE JOURNAL BOX, AND THE CARRIAGE WILL BE RETURNED TO A NORMAL POSITION TO AWAIT ACTIVATION BY THE NEXT ENGAGING WHEEL OF SAID CAR. 